Train-line-whistle reducing-valve.



No. 800,751. PATENTED 00T. 3, 1905. A. MARES.

TRAIN LINE WHISTLE REDUCING VALVE.

APPLIGATION :FILED 11111.31, 1905.

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PATENTEU 00T. 3,1905.

A. MARES. 1 TRAIN LINE WHISTLE REDUGING VALVE.

APPLICATION FILD JAN. 31, 19054 UNITED STATES PATENT OFFICE.

ARTHUR MARES, OF VICKSBURG, MISSISSIPPI, ASSIGNOR OF ONE-THIRD T() S. P. BOLIAN AND ONE-THIRD TO DAVID A. GRAHAM, OF VICKS- BURG, MISSISSIPPI.

TRAIN-LINE-rWHISTLE REDUClNG-VALVE.

No. 800,751. Specification of Letters Patent. Patented Oct. 3, 1905.

Applisation filed January 3l, 1905. Serial No. 243,508.

To r/J 'lu/1.0117, '/'b NM1/y concern: i pat-ts for Oper-ating the brakes. Fig- 3 is L Be it known that I, ARTHUR MARRs, a citisimilar view showing the vrunning position 55 Zen of the United States, residing at Vicksof the train-line-whistle reducing-valve. Fig.

burg, in the county of Tai-ren and State of 4L is a vertical sectional View of a portion of a 5 hlississippi, have invented a new and useful valve-casing. Fig. 5 is a reverse plan view Train-Liiin-Whistle Red ucing-Valve,of which of the lower end of the valve-casing. Fig. 6

the followingl is a specilication. is an enlarged detail sectional view illustrat- 6o The invention relates to a train-line-whistle ing the construction and arrangement of the reducing-valve. upper check-valve. Fig. 7 is a horizontal IO The object of the present invention is to sectional View illustrating the construction improve the construction of the signaling' of the main valve and the manner of guiding equipment of a train and to provide a simple, the same. 65 cliicient, and reliable train-line-whistle red uc- Like numerals of reference designate correingvalve designed, primarily, for use on sponding parts in all the figures of the draw- I5 freight-trains, where there is only a train-line ings. A pipe and no signal-line, and adapted to enable 1 designates a train-line-whistle reducingthe conductor of a freight-train to signal the valve designed to be located Within the cabof 7o engineer by a reduction of the pressure in a locomotive and connected at its upper end the train-line pipe without affecting' the triple to the bottom of the engineers brake-valve 2O valves of the brake equipment. 2 and at its lower end to the train-line pipe 3 The invention also has for its object to simof an ordinary brake equipment, such as is plify and lessen the cost of the signal equipcommonly used on freight-trains, where there 75 nient of passenger-trains by dispensing with is only a train-line pipe and no signal-line thc signal-line on all the cars and to enable pipe. The train-line-whistle reducing-valve the train-line pipe of the brake equipment to is connected at intermediate points, as hereinserve for operating both the whistle-signal after explained, with a whistle-signal valvet,

and the air-brakes. and the latter is connected in the ordinary 8o Another object of the invention is to promanner with a signal-whistle 5 of the usual vide a train-linewhistle reducing-valve adaptconstruction. The engineers brake and equaled, when the engineers brake-valve is operizing discharge-valve is connected with the ated, to cut out the signal and capable of aumain air drum or reservoir and performs its toniatically returning to its initial position usual functions in controlling the air-brake 85 when the train-line pipe is recharged and the equipment. The casing of the train linebrake-valve is in a running position. whistle reducing valve is provided with a Iith these and other objects in view the cylinder 6, in which operates a piston 7,

invention consists in the construction and and connected with the stem 8 thereof at an novel combination and arrangement of parts intermediate point is a main valve 9. The 9o hereinafter fully described, illustrated in the train-line-whistle valve, which is shown in a accompanying drawings, and pointed out in vertical position in the accompanying drawthe claims hereto appended, it being underings, may be arranged in any other desired stood that various changes in the form, promanner, as will be readily understood, and it portion, size, and minor details of construcis provided with passages 10 and 11, extend- 95 tion within the scope of the claims may be ing longitudinally of a lateral enlargement 12, resorted to without departing from the spirit which is located at one side of the cylinder.

4 5 or saerilicing any of the advantages of the in- The lower ends of the passages communicate vention. with the cylinder below the head of the pis- Y Ink the drawings, Figure 1 is a side elevaton through a transverse branch passage or 100 tion of a locomotive provided with a trainchamber 18. The passage 10, which is located line-whistle reducing-valve constructed in acbetween the passage 11 and the interior of cordaiice with this invention. Fig. 2 isan the cylinder, terminates short of the upper enlarged sectional view of thetrain-line-whisend of the outer passage 11 and is connected tlc reducing-valve and the whistle signal at its Lipper end by a lateral branch 14 with 105 valve, illustrating the arrangement of the the cylinder. The upper' end of the outer passage 11 is connected by a lateral branch or chamber 15 with the cylii'ider or body portion o1 the valve-casing, and this chamber or passage, which is located above the piston and beyond the stroke oi' the same, receives an upwardly-opening check-valve 16, arranged on a valve-seat 17 and normally held in a closed position by means of a coiled spring 1S. The check-valve 16 is provided with a stem which slides in a tubular screw 19. The screw 19, which has a polygonal wrench-receiving head,extends through a threaded opening of the top wall ot' the lateral branch passage or chamber 15 and terminates short ot' the bottom thereof. The coiled spring is disposed on the valve-stem and on the screw which guides the valve in its movements.

The lower lateral branch passage or chamber 13 receives a downwardly-opening valve 20, arranged to engage a seat 21 at the lower end of the longitudinal portion of the passage 10 and at the top wall of the lateral branch passage or chamber 13. The check-valve 20, which is smaller than the valve 16, is constructed in the same manner, being guided by a tubular screw 22 and engaged by a coiled spring 23. The tubular screw is arranged in a threaded opening of the bottom wall of the lateral branch or chamber 13, and the coiled spring is disposed on the valve-stem and on the inwardly-projecting portion of the screw 22. l'Vhen air from the brake-valve enters the upper end ol the valve-casing, it forces the piston down to a point below the lateral branch 14, as illustrated in Fig. 3 of the drawings, and the train-line pipe 3 and the whistle-signal valve a are charged, the air passing through the port or passage 10, which constitutes a Afeed-passage. The lower check-valve 2O opens under such pressure and permits the air to pass into the cylinder beneath the pistonhead.

The main valve 9 is provided with lateral and longitudinal ports or passages 24 and 25, communicating with each other. The lateral passage 24 is arranged at the upper end ot' the valve and extends from the centerof the valve to one side thereof. The longitudinal port or passage 25 extends from the lateral port or passage to the lower end of the main valve 9. The valve 9 is provided with a longitudinal slot or groove 27, which receives the piston rod or stem 8, and which is also engaged by a pin 26 for guiding' the valve and i'or maintaining the same in proper position. The pin, which has a threaded portion, is mounted in a threaded opening ot' one side of the cylinder, and it has an exteriorlyarranged head. The lateral port 24. oi' the valve extends inwardly to the slot or groove 2T of the main valve. The main valve, which is cut away at opposite sides to provide passages 27, is provided at the outer end of the lateral port or passage 24. with a curved face to lit the adjacent portion of the cylinder 6.

The whistle-signal valve 4L is o1: the ordi nary construction, with the exception, in addition to being connected with the train-linewhistle red ucing-valve at the usual upper passage 28, it is also provided with a lower exhaust-passage 29, which communicates with the space or chamber beneath the diaphragm 30. The upper passage is connected by a pipe or tube 31 with a nipple 32 ol' the cylinder, which is provided thereat with a port 33. The lower exhaust-passage 29 is connected by a lower pipe or tube 311 with a nipple 35, located at a lower lateral port 36 of the cylinder. The whistle-signal valve is charged in the usual manner by air entering the top or' the whistle-valve when the valve 9 is in its normal or running position, as illustrated in Fig. 3 of the drawings. In this position the valve 9 closes the lower lateral or exhaust port 36, and the upper lateral port 33 is in communication with the space above the diaphragm 30 and with the train-line pi pc. Then it is desired to signal the engineer, a slight reduction is made in the pressure in the trainline pipe by operating a conductors valve, which may be arranged at any desired point on a train. The slight reduction in the trainline pipe does not affect the triple valves, but siphons the pressure from the space above the diaphragm 3() oi' the whistle-signal valve. The pressure being greater below the diaphragm opens the valve, and the whistle is blown in the usual manner until the pressure within the whistle-signal valve becomes equalized. ln a few seconds the whistle-signal valve will be recharged and may be again operated. l/Vhen the engineers valve is operated to apply the brakes, the pressure in the cylinder above the piston is reduced, and the greater pressure below the piston moves the latter upward from the position shown in Fig. 3 to that illustrated in Fig. 2. rlhis movementotl the piston closes the feedsport 14 and covers the upper lateral port 33 and uncovers the lower lateral port 35. The train-line-pipe pressure also closes the valve 2() and opens the valve 16, as illustrated in Fig. 2 ot' the drawings. The pressure within the train-line pipe may then be reduced to any desired extent. The closing oi' the upper lateral passage 33 retains the pressure within the space above the diaphragm 30, and the pressure beneath the diaphragm is exhausted or reduced through the communication established between the whistle-signal valve and the trainline pipe at the lower lateral port. This will result in the whistle-signal valve remaining closed, so that the whistle will not blow while the brakes are being applied. When the engineers brake-valve is put on lap, the valve 9 will be returned to the position shown in Fig. 3 by means of a coiled spring 36T, disposed on the lower portion of the valve-stem 8 and intei-posed between a i'irojecting head or portion 37 and a guide 38. The guide, which is pro- IIO vided with a central opening' to receive the valve-stein, consists of a spider having' a rim which is threaded into the lower end of the valve-casing'. Also in recharging' the trainline pipe the air entering the upper end of the train-line-whistle reducing-valve casing' will close the check-valve of the exhaust-passage l1 and move the piston downward and uncover the feed-passage 10.

lt will be seen that the train-line-whistle reducing-valve is exceedingly simple and inexpensive in construction, that while it is peculiarly adapted for freighttrains, where there is only a train-line pipe, it is also susceptible of advantageous use on passengertrains, as it will obviate the necessity of employing a separate signal-line, and thereby g'reatly reduce the cost of such equipment.

Having thus fully described my invention, what l claim as new, and desire to secure by Letters Patent, is-

1. 1n an apparatus of the class described, the combination with an engineers brakevalve, a train-line pipe, and a whistle-signal valve having a diaphragm, of a train-linewhistle reducing-valve interposed between the engineers brake-valve and the train-line pipe and connected with the whistle-signal valve above and below the diaphragm thereof, said whistle-reducing valve being provided with means for reducing the pressure above the diaphragm of the whistle-signal valve when there .is a reduction of pressure in the trainlinc pipe.

2. In an apparatus of the class described, the combination with an engineers brakevalve, a train-line pipe, and a whistle-signal valve having a diaphragm, of a train-linewhistle reducing-valve interposed between the engineers brake-valve and the train-line pipe and connected with the whistle-signal valve above and below the diaphragm thereof, said whistle-reducing valve being provided with means for exhausting' the pressure beneath the diaphragm of the whistle-signal valve when there is a reduction of pressure by the engineers brake-valve.

.3. In an apparatus of the class described, the combination with an engineers brakevalve, a train-line pipe, and a whistle-signal valve, of a train-line-whistle reducing-valve interposed between the engineers brake-valve and the train-line pipe and having' upper and lower ports communicatingl with the whistlesignal valve above and below the diaphragm thereof, said valve being provided with means for alternately opening and closing the said ports and for normally maintaining' the upper port open, and the lower port closed, whereby, when there is a reduction of pressure in the train-line pipe, the pressure will be reduced above the said diaphragm, and when there is a reduction by the engineers valve, the upper port will be closed, and the lower portopened to reduce the pressure below the diaphragm.

4. ln an apparatus ofthe class described, a train-line-whistle red ucing-valve designed to be interposed between the engineei"s brakevalve and a train-line pipe, and comprising' a valve-casing having a cylinder and provided With upper and lower ports designed to communicate with a whistle signal valve, said valve-casing being' also provided with exhaust and feed passages, a piston operating within the cylinder and adapted to be automatically operated by train-line-pipe pressure and the pressure of the air from the engineers brakevalve, and a main valve carried by the piston' and provided with means for alternately opening' and closing the said ports.

5. In an apparatus of the class described, a train-line-whistle red ucingvalve designed to be interposed between an engineers brakevalve and a train-line pipe, and comprising' a valve-casing having a cylinder and provided with feed and exhaust passages, said valvecasing' being also provided with upper and lower ports designed to communicate with the whistle-signal valve above and below the diaphragm thereof, a piston operating within the cylinder, and a valve carried by the piston and normally covering' the lower port and having a passage extending through the valve and communicating' with the upper port, said piston being' adapted to be moved upward by train-line pressure to open the lower port and close the upper port when there is a reduction above the piston by the engineers brakevalve.

6. In an apparatus of the class described, a train-line-whistle reducing-valve designed to be interposed between an engineers brakevalvc, and a train-line pipe, and comprising a valve-casing' having a cylinder and provided with feed and exhaust passages communieating` at their ends with the cylinder, said casing being' also provided with upper and lower ports adapted to communicate with a whistle-signal Valve above and below the diaphragm thereof, a piston operating in the cylinder between the ends of the said passages and arranged to cover and uncover the inlet end of the feed-passage, reversely-operating valves located at the said passages, and amain valve carried by the piston and normally covering the lower port and having' a passage extending' through it and normally communicating' with the upper port, said piston normally located between the ends of the feedpassage and movable upward when there is a reduction of pressure above it, whereby the feed-passage and the upper port will be closed and the lower port opened.

7. In an apparatus of the class described, a train-line-whistle reducing-valvedesigned to be interposed between an engineers brakevalve and a train-line pipe, and comprising a valve-casing' having' a cylinder and provided with feed and exhausty passages communicating at their ends with the cylinder, said cas- IOO ing being also provided with upper and lower l and consisting of lateral and longitudinal por- 3o ports adapted to communicate with a whistlesignal valve above and below the diaphragm thereof, a piston operating in the cylinder between the ends ol' the said passages and arranged to cover and uncover the inlet end of the feed-iguassage, reversely-operating valves located at the said passages, a main valve carried by the piston and normally covering the lower port and having` a passage extending through it and normally communicating with the upper port, and a spring for returning the valve to its normal position when moved therefrom by trainline pressure.

8. ln an apparatus of the class described, a train-line-whistle reducing-valve designed to be interposed between an engineer-s brakevalve and a train-line pipe, and comprising a valve-casing having a cylinder provided with upper and lower ports and having Vfeed and exhaust passages connnunieating at their upper ends with the cylinder at dill'erent points, and at their lower ends with the Cylinder at the same point, reversely-operating springactuated cheek-valves arranged at the opposite ends ot' the ilieed and exhaust passages, a piston, and a main valve carried by the piston and normally closing the said lower port and having a passage extending through it I tions, the lateral portion being arranged to be carried into and out ell register with the upper port and being' normally in communication therewith.

9. In an apparatus ot' the class described, a train-line-whistle reducing-valve designed to be interposed between the engineers brakevalve and the train-line pipe and comprising a valve-easing having a Cylinder and provided with upper and lower ports designed to couimunieate with a whistle-signal valve, a piston operating within the Cylinder and adapted to be automatically actuated b v trainsline-pipe pressure and the pressure of the air Ylrom the engineers brake-valve, a main valve having a slot to receive the piston and provided with means for alternately opening and closing the said ports, and guiding' means mounted on the easing and extending into the slot of the main valve.

In testimony that I claim the foregoing as my own I have hereto allixed my signature in the presence of two witnesses.

ARTI-I UR M A RRS.

litnesses DAVE G. GRAHAM, FRED Swonns. 

